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First analysis of the Informal GRB R41 TF database By Heinz Steven 23.10.2006. Revision of ECE R41. 44 vehicles 11 from Japan, 5 from ACEM, 11 from INDIA, 2 from USSMA, 15 from BASt No results from INDIA for current ECE R41, Detailed results (single measurements) for
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First analysis of the Informal GRB R41 TF database By Heinz Steven 23.10.2006 Revision of ECE R41
44 vehicles 11 from Japan, 5 from ACEM, 11 from INDIA, 2 from USSMA, 15 from BASt No results from INDIA for current ECE R41, Detailed results (single measurements) for ECE R41 from Japan and ACEM, ISO 362-2 from Japan and ACEM, ASEP from Japan, ACEM, INDIA, USSMA, Roadside enforcement from Japan, ACEM The following tables show the technical data of the vehicles. Content and structure
Table 1a Technical data
Table 1b Technical data
Table 1c Technical data
The following figures show the detailed results for all methods versus engine speed per vehicle. Results
Figure 1 Detailed results versus engine speed
Figure 2 Detailed results versus engine speed
Figure 3 Detailed results versus engine speed
Figure 4 Detailed results versus engine speed
Figure 5 Detailed results versus engine speed
Figure 6 Detailed results versus engine speed
Figure 7 Detailed results versus engine speed
Figure 8 Detailed results versus engine speed
Figure 9 Detailed results versus engine speed
Figure 10 Detailed results versus engine speed
Figure 11 Detailed results versus engine speed
Figure 12 Detailed results versus engine speed
Figure 13 Detailed results versus engine speed
Figure 14 Detailed results versus engine speed
Figure 15 Detailed results versus engine speed
The following figures contain comparisons of the results for different methods. Comparison of results
Figure 16 L_urban versus L_ECE R41
Figure 17 L_urban, L_ECE R41 versus power to mass ratio
Figure 18 ISO 362-2: Lwot versus Lcst
Figure 19 L_ASEP, L_enforcement versus Lwot (ISO 362-2)
For 14 vehicles of the TUEV Nord motorcycle database (derived within UBA projects) and 9 vehicles of the Informal GRB R41 TF database the slopes of the linear regression lines of Lmax versus engine speed and versus normalised engine speed ((n – n_idle)/(s – n_idle)) were calculated for each side of the vehicle. The results show an influence of rated engine speed as demonstrated in the following figures. The slopes decrease with increasing rated_speed for the absolute engine speeds and increase with increasing rated speed for the normalised speeds. Tolerance bands can be determined that could be used for ASEP requirements. Slope of Lmax versus engine speed
Figure 20 Slopes of the linear regression lines of Lmax versus engine speed
Figure 21 Slopes of the linear regression lines of Lmax versus engine speed
Within a project for the UBA TUEV Nord tested some motorcycles with original and replacement silencers. Some of the replacement silencers showed noise emissions that were similar to the original equipment but could be easily modified so that the noise emission was increased between 7 and 13 dB(A). This modification makes the silencer illegal. However, an advanced silencer whose noise emission up to engine speeds that are covered by ISO 362-2 are similar to the original equipment but switches to the illegal mode at higher engine speeds would no longer be illegal without ASEP The following figure shows an example based on measurement results. Example for ASEP
Figure 22 Example for the necessity for ASEP
Thank You Revision of ECE R41
